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- S-Class on two wheels
- Triumph Trophy engine stopped while driving
- Tires last around 10,000 kilometers
- Practically every component can still be used
- Manageable 900 euros pure inspection costs
- Readings
- Costs and maintenance
Jorg Kunstle
51 photos
Artist
1/51
The Trophy SE is a real half-ton truck: In addition to a dead weight of 317 kilograms (including suitcases), there is a very substantial 237 kilograms payload! A high center of gravity meets great freedom of inclination (angled silencer). The cases are elastically connected to each other and swing a few degrees when cornering.
Jorg Kunstle
2/51
She can’t just be cozy. But also dynamically. With new tires, the Trophy drives almost cheeky. Wacky rubbers, however, make them wobbly and stubborn, not very neutral.
Bilski
3/51
Bilski
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… Some cams show minimal pitting.
wagner
5/51
The cardan with torque support is generously dimensioned …
wagner
6/51
… Four teeth on the crown wheel show stronger tracks just above their base – nothing bad.
Bilski
7/51
Bilski
8/51
Due to an assembly error, a spacer on the coupling’s bearing cage crumbled. Apparently the correct order was reversed.
Bilski
9/51
All three upper connecting rod eyes and piston pins show stronger, one-sided tracks.
Bilski
10/51
… The cylinder liners are in top condition.
Bilski
11/51
A tiny material eruption occurred at the bearing of a camshaft of the three-cylinder. Not nice, but harmless …
Bilski
12/51
In the otherwise inconspicuous clutch, a steel plate is warped and shows signs of heat. The friction disks easily lasted 50,000 kilometers. The gearbox is in top condition and can withstand long-term test rigors. A stable, durable construction!
Lohse
13/51
Became a fan of the Trophy in the Vosges: daughter Hannah (9) from editor Jorg Lohse.
14/51
In top shape: the motorcycle with the best wind protection ever on the fall 2014 ride.
15/51
A big touring bike turned: on the way in the Allgau, on the Ostrach in Bad Hindelang.
Bilski
16/51
Bilski
17/51
The exhaust valves hit their valve seats unevenly wide. Apparently the too short guides in the first series allowed lateral tilting movements due to too much play.
Bilski
18/51
The coating on the two outer crankshaft main bearings appears rather worn …
Bilski
19/51
… The contact pattern indicates uneven loading. Perhaps
the holes were not exactly aligned.
20/51
Nicely predictable, extremely linear, the 1215 Triumph Triple develops its performance via the speed.
21/51
The compression remained constant, only decreased minimally …
22/51
… Strong increase in pressure loss due to leaky exhaust valves (no measurement in cylinder 1 due to defective spark plug bore).
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wear.
24/51
cook
25/51
Peak of pleasure? For various drivers, large weight, expansive dimensions and a high center of gravity are too much of a good thing …
Thomas Schmieder
26/51
… There was agreement that the deeply placed mirrors should show more of the traffic behind and less of the hands and handlebars …
Froberg
27/51
… As part of an official recall, the main stand received a modified stop.
28/51
Heated handles and fork seal ring
In the cool spring of 2013, the heated grips went on strike for the first time (191 euros). During the first 6000 kilometers the associated ten-ampere fuse blew twice and was replaced by one with 15 amps. At 9308 km there was a new heated grip on the right. Plus replacement for the leaky left oil seal on the upside-down fork.
Froberg
29/51
Throttle valve potentiometer
Driver Stefan Gluck had bad luck: repeated misfires and the stalling of the engine made him believe that the fuel was running out – reserve was reached. So he pushed the Triumph Trophy SE three kilometers, no fun at all. But there was no shortage of fuel. In the end it only continued in the Mercedes Sprinter. Namely to the workshop, where a new “Poti” had to be found.
Thomas Schmieder
30/51
Electronic air pressure sensors
Electronic sensors in the wheels protect against too low tire pressure. They measure sensitively and reliably report rising pressures when the tires are heated. But after the first tire fitting (as a result of mechanical damage?) Malfunctions sometimes occurred (the battery in the front wheel sensor was empty) and even warnings if the pressure was correct.
Froberg
31/51
Engine control unit, stand stop
Possible death while driving (occurred repeatedly in the endurance test copy!) Caused Triumph to an official recall via the Federal Motor Transport Authority. This also applied to an additional stop bracket on the main stand to prevent it from bending. Vehicles up to chassis number 637165 or 590855 were affected.
mps photo studio
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Handlebar fittings
A curious defect: At 25,745 mileage, starting problems occurred again. This time the triple could only be started with the handlebars turned. Then there were new handlebar fittings with longer cables. Since then, the triple has been running smoothly. It’s a shame, the fine (and robust!) Engine repeatedly struggles with nickel issues on the periphery.
Jelicic
33/51
Fan wheel of the water cooler
The huge water cooler has two fan wheels on the back, which start up quickly when stopped and go in summer. But when the mileage was 34,405, the right one had to be replaced: stone chips had damaged its engine. A strange trajectory in view of the extensive shielding. At the same time the failed left heated grip was replaced.
Artist
34/51
… Great passenger comfort.
Artist
35/51
… Flip book: The operation of the many switches and buttons is not intuitive, the on-board menu is complex. At night they need lighting …
36/51
Hard to beat on tour: with the Trophy in the Pyrenees.
Fox
37/51
On a visual trip: Brit-Tourer on the Lorch Middle Rhine Ferry.
Artist
38/51
Up and away: The Trophy eats kilometers like the cookie monster eats its cookies. The 26 liter tank ensures a very good range.
Froberg
39/51
… The engine and ancillary units are hidden under many covers. Note the unconventional tank shape.
Sdun
40/51
3-D puzzles and patience only for skilled mechanics: …
Artist
41/51
Excellent weather protection, but in the rain there are no wipers on both sides of the window …
Artist
42/51
… In superscript, you constantly look right through …
Thomas Schmieder
43/51
… Bright headlights, electrically adjustable in height.
Thomas Schmieder
44/51
Plus / minus: thanks to the single-sided swing arm, the rear wheel can be easily removed using five screws. If the silencer has been removed …
Thomas Schmieder
45/51
Pirelli Angel ST (from special identifier “A”)
The Triumph Trophy SE rolls off the production line with these tires – all around at a high level. Comfort and accuracy seem a bit worse than with the Angel GT and Z8: With Pirelli ST, the Trophy folds down slightly, but does not turn around the corner as razor-sharp, slightly understeer. With these tires, the Triumph reacts very sensitively to a crazy profile.
mps photo studio
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Pirelli Angel GT (special code “A”)
They were not easy to get because of delivery problems. But the wait was worth it: This is where high comfort meets great steering precision. The steering forces are extremely low – even at higher speeds. The Angel GT is balanced and sporty, seduces to an almost untouristically cheeky driving style. Great. The tip for the Triumph Trophy SE!
Thomas Schmieder
47/51
Metzeler Roadtec Z8 Interact (“M” / “O”)
With the special code “M” (front) and “O” (rear), the Z8 is a great match for the Triumph Trophy SE: high grip (even in wet conditions) meets great stability, low steering forces make you agile and allow tight radii. With Metzeler, the Brummer stays exactly neutrally on course even when braking in an inclined position and does not straighten up. In addition, the tires roll comfortably. Conclusion: inconspicuously good!
Thomas Schmieder
48/51
Bridgestone Battlax T30
The Japanese tires shine with easy handling and good grip even on a steep slope: you turn in almost too early. In addition, they roll straight ahead on the motorway in a very stable manner. However, the steering precision in corners is not as high as with European tires. The T30’s low self-damping takes the Triumph Trophy SE some of its great suspension comfort.
mps photo studio
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Alternative benches
The two centimeters lower seat from the Triumph accessories program (bottom left) is designed to make it easier for smaller drivers to use the Triumph Trophy SE safely. It remains fully adjustable in height and costs 190.03 euros, heated 331.33 euros. At the same price, Triumph also offers a standard-height comfort bench (top right), also with “3-D mesh upholstery”. Touratech has unheated comfort benches in its range, in standard height or even two centimeters up or up. Prices: 329 euros and 349 euros with breathable cover; for the pillion part, 299 or 329 euros are due. The Trophy is very comfortable in itself, but those who want to re-upholster individually will find what they are looking for at Jungbluth-Sitzbanke: Telephone 0 24 25/90 14 70, www.alles-fuern-arsch.de
mps photo studio
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Tank bag
It’s not dead yet, the good old tank bag. Where else to go with a motorcycle-compatible road map to read while driving? The specially adapted top loader from Triumph holds up to 15 liters, uses the standard holding points on the tank rail and has a removable map pocket, a rain cover and a padded shoulder strap. Price: 147.41 euros. Touratech is offering its Ambato Exp. Tank bag for 199.90 euros with the same volume.
mps photo studio
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Paint protection films
Smart: Transparent foils protect the large-scale paint and plastic parts from scratches. The transparent protector films that can be peeled off are UV-permeable, so they should allow natural color changes in the paint underneath. They cost an expensive 195.61 euros at a Triumph dealer – including tools and liquid concentrate for application.
Triumph Trophy SE in the 50,000 km endurance test
S-Class on two wheels
The top tourer Triumph Trophy SE carries you safe and secure over the longest distances. With a lot of comfort, great features and a long range. Heavenly. But it works in the long run?
Hannah was in touring heaven: at the end of September 2014, the nine-year-old was sitting in the back seat of the Triumph Trophy SE. Papa Jorg Lohse, the service man in the editorial office, swung them through the bend paradise of the Vosges just before the end of the long-term test. The little one felt as secure as in Abraham’s lap on the MOTORCYCLE endurance tester. The top case as a backrest and the wide side cases convey exactly the right amount of security. Motorcycling as a relaxed experience, well-protected and extremely comfortable. This is exactly what the British top tourer has stood for for two years.
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Triumph Trophy SE in the 50,000 km endurance test
S-Class on two wheels
Even small things cost time and nerves
markus-jahn.com
The Trophy SE is a big motorcycle.
“Heavy, bulky and wobbly when maneuvering,” was the opinion not only of MOTORRAD newsman Mike Schumann. At over 30 ° C in midsummer, it also felt like being on a grill. The downside of the unrivaled wind protection offered by the higher and wider touring windshield on the Triumph Trophy SE, which was installed throughout the endurance test. It moves electrically up and down 16.4 centimeters. There are also entertaining standard equipment with audio system (logical, with MP3 / iPod connection), on-board computer and electrically adjustable, bright headlights. All sunshine so over 50,000 kilometers of endurance test, thanks to the complete feel-good program on board?
Well, in the first half of the test distance, the Triumph Trophy SE kept the testers busy. It started at 9308 km with a defective heated grip and a leaky fork seal. But even the little things cost time and nerves. Therefore, every unscheduled workshop visit in the MOTORRAD endurance test is penalized with a deduction of one point of the 100 achievable, regardless of the guarantee. All in all, our trophy had to go to the Triumph dealer five unplanned times.
All articles about the Triumph Trophy SE
Triumph Trophy engine stopped while driving
mps photo studio
Triumph’s new handlebar fittings gave the Triumph strange starting difficulties.
The 134 hp 1,215 cubic cardan triple is technically identical in the Tourer Trophy SE and the travel enduro Tiger Explorer, only the airbox and stainless steel exhausts are individual. The elastic and, thanks to the massive balancer shaft, smooth-running three-cylinder sometimes irritated at the beginning with jerky engine running and misfiring. When it reached 17,228 kilometers, it even went out completely during the journey and had to be picked up by van. The only real glitch that costs another five of the maximum possible 100 points.
Triumph suspected that the cause of the misfiring was a defective throttle valve potentiometer. So off to the exchange. Only later did it emerge that the engine control unit was actually the cause. It was then completely revised. And retrospectively retrofitted in all affected Triumph Trophy and Tiger Explorer models. The conversion campaign was officially carried out via a recall via the Federal Motor Transport Authority. The chassis numbers 524 056 (Tiger Explorer / XC) and 561 284 (Trophy / SE) to 637 165 were affected. The new central computer has been reliably doing its job in our endurance test copy since the kilometer reading of 24,655. Triumph dealt with the second official recall on this train: the installation of an additional stop on the main stand (for chassis numbers 561 284 to 590 855).
Was there anything else? Yes, odds and ends. Starting problems arose after 26,745 kilometers. Oddly enough, depending on whether the front wheel was straight or turned when starting. As a result, there were new steering controls with extended lines for the Triumph Trophy SE.
Tourer
Top test of the British Trophy SE
Triumph Trophy SE in the test
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Tourer
Driving report: Triumph Trophy SE
With the Triumph Trophy SE through Scotland
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Tourer
Comparative test: top tourers from BMW and Triumph
BMW R 1200 RT and Triumph Trophy 1200 SE in comparison
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Tires last around 10,000 kilometers
markus-jahn.com
Your kilos are quickly forgotten when driving.
From the end of the endurance test onwards, calm gradually returned. Okay, at 34,405 mileage there was a new fan after falling rocks, as well as a new heated handle. Otherwise the Triumph Trophy SE ran and ran; thanks to its 26-liter tank, ate kilometers “like the cookie monster its biscuits” (test editor Johannes Muller). Incidentally, KTM in-house designer Gerald Kiska was responsible for the visual design of the trophy, which is strongly reminiscent of the RT-BMW. So it can not only be angular and jagged, but also round and curved. In any case, the Triumph Trophy SE demonstrated how cheeky an XXL tourer can drive: Your pounds are quickly forgotten while driving, the big bumbler swings loosely and easily around the corner. Neutral and precise, amazingly handy. But only as long as the tires are fresh. With a worn profile, it suddenly drives out of round, wobbly, turns in inharmoniously, stands up in an inclined position. A tendency which the already better Pirelli Angel GT (special code “A”) seem to alleviate instead of the standard ST (front “A”). After all, the original tires last a long time, around 10,000 kilometers at the front and rear.
And that despite a high proportion of the motorway and a lot of weight on the front wheel, which puts more strain on the front tire. Triumph does not generally give any tire approvals, only manufacturer recommendations without binding character: Triumph has “tested these and found them to be good”, everything else is a matter for the tire manufacturer and the customer. The same applies to a topic that ran like a red thread through the logbook and made dismantling the engine of the Triumph Trophy SE exciting despite zero point zero oil consumption: conspicuous mechanical noises from the cylinder head. After production started, Triumph noticed that the exhaust valve guides on early models were slightly too short and the diameters of the bucket tappets were slightly too small. And since then he has been installing completely modified cylinder heads.
motorcycles
Autumn trip with endurance test motorcycles
The glory seven
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Enduro
Autumn trip 2013 with the endurance test motorcycles
Cell phone off, engine on, departure!
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Practically every component can still be used
Bilski
The offer to “old owners” to have a head of the new series retrofitted was a voluntary service measure: it could, but did not have to be carried out. Conversion rate: around 80 percent. MOTORRAD waived the measure at Triumph Trophy SE because the involved dealer found the noises “still harmless”. A special test: How long can valves tilt minimally? Answer: at least 50,000 kilometers. Because although the valve seat width has reached the level of wear (as the only component of the engine), the first head held out completely. It goes without saying that a completely new cylinder head will now be installed during assembly.
Otherwise, however, practically every component of the Triumph Trophy SE can be used again. Only a steel disc of the clutch and a spacer in the same should be better exchanged. Apart from that, only small blemishes appeared in the dismantled engine. These include a tiny break in material on the camshaft and minimal pitting on individual cams. Furthermore, slight traces of running on the upper connecting rod eyes including piston pin and on the rather thick timing chain tensioner. Nothing bad. The uneven contact pattern on the outer crankshaft bearings is curious. It is possible that the bore is not exactly aligned here or that the motor housing has warped slightly.
Manageable 900 euros pure inspection costs
Froberg
… The engine and ancillary units are hidden under many covers. Note the unconventional tank shape.
Triumph is surprised by the finding that it did not appear in its own long-term testers. However, they were not operated with Elf engine oil. The explanation that it is better to stick to the prescribed viscosity 10W40, but at temperatures above 40 ° C, should use the 10W50, which is more viscous in the hot engine, seems more valid. In Triumph’s opinion, the contact pattern of the crankshaft bearings does not impair their further function. The assembly of the dismantled engine puzzle, which the vocational school for automotive technology in Mattighofen takes on, can begin. All in all, the Triumph Trophy SE is a complex construction. “If you know the tricks, it is structured logically, so maintenance and service are not that difficult,” replies Triumph. And refers to the pioneeringly long 16,000 maintenance intervals. On the first 48,000 kilometers, the factory only specifies 10.95 maintenance hours. In fact, just under 900 euros pure inspection costs (without material) are manageable. Those who drive less per year can have a cheaper, “slimmed-down” annual inspection with fewer test points.
The mighty three-cylinder Kardantourer is a pretty massive construction, the English are playing it safe in terms of materials. “High-speed stability and a solid construction are more important to us than saving 500 grams”, says press spokesman Uli Bonsels. This reflects the durability of both cardan shafts and engine innards. And the gasoline consumption is low despite fast motorway sections with an average of 6.1 liters per 100 kilometers, just over five liters are also possible. Despite some teething problems, the Triumph Trophy SE placed 15th among all endurance test machines. A forgiving end for Abraham’s bosom, dear Hannah.
Wear and tear after 50,000 test kilometers with the Tiumph Trophy SE.
Cylinder head: All valves with low deposits. Exhaust valves are leaking, the compression decreased a little on all cylinders. The exhaust valve seats are unevenly turned and greatly widened. Some cams show minimal pitting.
Cylinder / piston: The pistons present a uniform contact pattern with few tracks and deposits, the flawless cylinders also show only minimal tracks.
Crank drive: A foreign body is embedded in a connecting rod bearing. All three connecting rod eyes and piston pins show stronger tracks on one side. The outer crankshaft bearings show increased material removal at the edge, the contact pattern of all crankshaft bearings is uneven.
Power transmission: A steel plate of the clutch is slightly warped with signs of overheating, otherwise the clutch and the generously dimensioned gearbox are in very good condition. Individual teeth on the rear ring gear of the cardan have somewhat stronger tracks.
Frame / chassis: The frame, the swing arm and the other attachments are in good condition, and the paintwork also makes a very durable impression. Swing arm and steering head bearings are free of play. The rear brake disc is worn out.
Readings
Triumph Trophy SE performance diagram.
Nicely predictable, extremely linear, the 1215 Triumph Triple develops its performance via the speed. At the end of the test, the picture book curve is minimally parallel shifted downwards, a series of leaky exhaust valves.
Performance
| Measurement according to | 2391 km | 49 291 km | |
| acceleration | |||
| 0-100 km / h | sec | 3.8 | 3.8 |
| 0-140 km / h | sec | 6.2 | 6.2 |
| 0-180 km / h | sec | 14.6 | 14.7 |
| Draft | |||
| 60-100 km / h | sec | 4.8 | 4.8 |
| 100-140 km / h | sec | 5.3 | 5.2 |
| 140-180 km / h | sec | 7.4 | 8.0 |
| Average consumption over 50,000 km | |||
| Fuel (super) | l / 100 km | 6.1 | |
| Engine oil | l / 1000 km | – |
Power on the crankshaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.
Costs and maintenance
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Pictures: Triumph Trophy SE in the 50,000 km endurance test
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Opinion of Triumph
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Pictures: Triumph Trophy SE in the 50,000 km endurance test
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Reader experiences
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Pictures: Triumph Trophy SE in the 50,000 km endurance test
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Endurance test rating.
The rating table gives an overview of the MOTORRAD endurance test machines from recent years. A maximum of 100 points can be earned, divided into five partial scores. The costs per kilometer include expenses for inspections, spare and wear parts, tires and chain sets. The fuel consumption is the average over the entire 50,000 test kilometers. The depreciation is based on a DAT estimate. The relation to the list price is evaluated at the beginning of the test. Extraordinary workshop visits result in the deduction of one point. Breakdowns on the way will be penalized with a five point deduction. Extremely low maintenance costs (à la Honda NC 700 S) and moderate fuel consumption give the Trophy many plus points. With the cylinder head replaced, the wear rating could have been a little better.
1) without depreciation and fuel costs; 2) Average consumption over 50,000 km; 3) according to DAT assessment; 4) unscheduled workshop visits; 5) assessed: dimensional accuracy, wear pattern, spare parts requirement; 6) minus points because of engine damage; * Reorders by phone 07 11/1 82-12 29
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